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WO2001066921A1 - Method and device for regulating the boost pressure of an internal combustion engine - Google Patents

Method and device for regulating the boost pressure of an internal combustion engine Download PDF

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Publication number
WO2001066921A1
WO2001066921A1 PCT/DE2001/000586 DE0100586W WO0166921A1 WO 2001066921 A1 WO2001066921 A1 WO 2001066921A1 DE 0100586 W DE0100586 W DE 0100586W WO 0166921 A1 WO0166921 A1 WO 0166921A1
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust gas
boost pressure
turbine
internal combustion
geometry
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2001/000586
Other languages
German (de)
French (fr)
Inventor
Gerhard Engel
Manfred Birk
Frank Meier
Thomas Bleile
Peter Rupp
Wolfgang Kraemer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to JP2001565514A priority Critical patent/JP2003526044A/en
Priority to DE50106949T priority patent/DE50106949D1/en
Priority to US10/030,304 priority patent/US6662562B2/en
Priority to EP01913658A priority patent/EP1179128B1/en
Publication of WO2001066921A1 publication Critical patent/WO2001066921A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • F02D2041/1419—Several control loops, either as alternatives or simultaneous the control loops being cascaded, i.e. being placed in series or nested
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a method and a device for regulating the boost pressure of an internal combustion engine with an exhaust gas turbocharger, the turbine of which is arranged in the exhaust gas duct of the internal combustion engine has a variable geometry, the boost pressure being regulated by adjusting the turbine geometry.
  • the boost pressure control usually takes place in that a controller forms a control variable as a function of the deviation between a target boost pressure and an actual boost pressure.
  • This manipulated variable is either used (see DE 41 07 693 AI) to control a valve in a bypass bridging the turbine of the supercharger in the exhaust gas duct or to control the adjustable turbine guide vanes of a turbine with variable geometry (see EP 04 54 943 AI).
  • An exhaust gas turbocharger with variable turbine geometry allows adjustment to the current engine operating point by adjusting the turbine guide vanes.
  • Turbo lag a delayed response of the exhaust gas turbocharger
  • excessive closing of the variable turbine geometry in the acceleration phase can lead to an undesirably high exhaust gas back pressure, which has a negative effect on the dynamics and efficiency of the engine.
  • the invention is therefore based on the object of specifying a method and a device for boost pressure control of the type mentioned at the outset which ensure that the boost pressure follows the course of the desired boost pressure setpoint as quickly as possible when the load changes, avoiding exceeding the boost pressure setpoint by the exhaust gas turbocharger to protect against unnecessarily high loads.
  • a control variable for the turbine geometry is determined as a function of the exhaust gas back pressure prevailing in the exhaust gas duct upstream of the turbine.
  • the exhaust gas back pressure reacts much faster than the boost pressure to a changed behavior of the controlled system - e.g. B. speed change, load change, change of exhaust gas recirculation - or for faults z. B. in the control system. If, according to the invention, the exhaust gas counterpressure is now used to derive a manipulated variable, one achieves one very quick reaction of the boost pressure control to a change in the specified target boost pressure.
  • a target exhaust gas counterpressure is then determined from the deviation between a target boost pressure and an actual boost pressure from a first controller, and the control variable for a second controller becomes the manipulated variable for the deviation between the target exhaust gas backpressure and a measured or estimated actual exhaust pressure derived the turbine geometry.
  • Figure 1 is a schematic representation of a
  • Figure 2 is a functional diagram for the control of
  • FIG. 1 shows an internal combustion engine 1 with an intake duct 2 and an exhaust gas duct 3.
  • the turbine 4 is arranged in the exhaust duct 3 and the compressor 5 of an exhaust gas turbocharger is arranged in the intake duct 2.
  • the internal combustion engine can be equipped with an exhaust gas recirculation duct 6, which connects the exhaust gas duct 3 to the intake manifold 2.
  • a pressure sensor 8 is in the intake manifold 2 for measuring the boost pressure pld and an air mass sensor 9 for measuring the intake air mass Im.
  • a sensor 11 detects the speed mmot of the internal combustion engine, and a pressure sensor 12 in the exhaust gas duct 3 measures the exhaust gas counterpressure pag in front of the turbine 4.
  • an actuator 13 which acts on the turbine geometry, ie one Adjustment of the turbine guide vanes.
  • This actuator 13 receives a manipulated variable vtg from a control unit 14.
  • the control unit 14 uses the engine speed nmot as the input variables
  • Throttle valve position dk the intake air mass Im, the boost pressure pld and the exhaust gas back pressure pag.
  • a processor PZ determines a target boost pressure plds from the engine speed nmot, the throttle valve position dk, which represents the driver's request, and possibly other operating variables of the engine not mentioned here.
  • the derivation of the target boost pressure plds is not discussed in more detail here because it is part of the prior art.
  • a first connection point VI the deviation ⁇ pld between the target boost pressure plds and an actual boost pressure pld is determined.
  • the deviation value ⁇ pld for the boost pressure is fed to a first controller Rl (e.g. PI or PID controller).
  • the output variable of the first regulator R1 corresponds to a setpoint value pags of the exhaust gas back pressure in the exhaust gas channel 3.
  • a second connection point V2 the deviation ⁇ pag between the target exhaust gas backpressure pags and the actual exhaust gas backpressure pag is determined.
  • the deviation value ⁇ pag for the exhaust gas back pressure is fed to a second controller R2, which finally forms the manipulated variable vtg for the changeable turbine geometry.
  • the actual boost pressure pld can either be measured by means of the pressure sensor 8 in the intake manifold 2, or an estimate of the actual boost pressure can be derived by the processor PZ from various operating variables of the internal combustion engine.
  • the dash-dotted line in FIG. 2 indicates that the actual boost pressure pld is an estimated value determined by the processor PZ.
  • the actual exhaust gas back pressure pag can be a measured value of the pressure sensor 12 in the exhaust gas duct 3.
  • For the actual exhaust gas back pressure pag can also be an estimate derived by the processor PZ from operating variables of the internal combustion engine.
  • the dash-dotted line leading from the processor PZ to the second branch point V2 indicates that the actual exhaust gas back pressure pag is an estimated value calculated by the processor PZ.
  • exhaust gas back pressure pag rises in the exhaust gas duct 3 in front of the turbine 4 and thus also the energy coupled into the turbine 4. This increases the supercharger speed and, at the same time, the boost pressure pld in the intake manifold 2.
  • exhaust gas recirculation as shown in FIG. 1, is present, exhaust gas can enter the intake manifold via the exhaust gas recirculation channel 6 by opening the valve 7 when the exhaust gas counterpressure pag is greater than the boost pressure pld. If the exhaust gas recirculation valve 7 is opened, the exhaust gas counterpressure pag and thus also the boost pressure pld in the intake manifold 2 decrease.
  • the invention is based on the observation that the exhaust gas back pressure pag reacts much more quickly to an adjustment of the turbine geometry than the boost pressure pld.
  • the boost pressure pld responds only after the time constant of the exhaust gas turbocharger.
  • the dynamics of a regulator for boost pressure are therefore essentially limited by the moment of inertia of the exhaust gas turbocharger.
  • the time constant that occurs is considerably greater than the time constant of some faults which act on the system due to the time-variant behavior of the controlled system, by opening and closing the exhaust gas recirculation valve 7 or by faults in the guide device of the turbine 4.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The geometry of the exhaust gas turbocharger turbine (4) located in the exhaust gas channel (3) of the internal combustion engine (1) is variable. The boost pressure (pld) can therefore be regulated by changing the turbine geometry. The boost pressure regulation system reacts very quickly to a change in load since a correcting variable (vtg) for the turbine geometry is determined depending on the exhaust gas counterpressure (pag) present in the exhaust gas channel (3) ahead of the turbine. This prevents the exceeding of a desired value, which would damage the turbocharger.

Description

Verfahren und Vorrichtung zur Regelung des Ladedrucks einer BrennkraftmaschineMethod and device for regulating the boost pressure of an internal combustion engine

Stand der TechnikState of the art

Die vorliegende Erfindung betrifft ein Verfahren und eine Vorrichtung zur Regelung des Ladedrucks einer Brennkraftmaschine mit einem Abgasturbolader, dessen im Abgaskanal der Brennkraftmaschine angeordnete Turbine eine veränderbare Geometrie aufweist, wobei die Regelung des Ladedrucks über eine Verstellung der Turbinengeometrie erfolgt .The present invention relates to a method and a device for regulating the boost pressure of an internal combustion engine with an exhaust gas turbocharger, the turbine of which is arranged in the exhaust gas duct of the internal combustion engine has a variable geometry, the boost pressure being regulated by adjusting the turbine geometry.

Wie z. B. aus der DE 41 07 693 AI oder der EP 04 54 943 AI hervorgeht, erfolgt üblicherweise die Ladedruckregelung dadurch, daß ein Regler in Abhängigkeit von der Abweichung zwischen einem Soll-Ladedruck und einem Ist-Ladedruck eine Stellgröße bildet. Diese Stellgröße wird entweder dazu verwendet (s. DE 41 07 693 AI), ein Ventil in einem die Turbine des Laders im Abgaskanal überbrückenden Bypass oder die verstellbaren Turbinenleitschaufeln einer Turbine mit variabler Geometrie zu steuern (s. EP 04 54 943 AI).Such as B. from DE 41 07 693 AI or EP 04 54 943 AI, the boost pressure control usually takes place in that a controller forms a control variable as a function of the deviation between a target boost pressure and an actual boost pressure. This manipulated variable is either used (see DE 41 07 693 AI) to control a valve in a bypass bridging the turbine of the supercharger in the exhaust gas duct or to control the adjustable turbine guide vanes of a turbine with variable geometry (see EP 04 54 943 AI).

An Motoren werden zunehmend höhere Anforderungen bzgl. der Abgas- und Verbrauchskennwerte gestellt. Ein Abgasturbolader mit variabler Turbinengeometrie erlaubt durch Verstellen der Turbinenleitschaufeln eine Anpassung an den aktuellen Motorbetriebspunkt. Mit dieser Technik kann ein verzögertes Ansprechen des Abgasturboladers (Turboloch) verringert und gleichzeitig der Wirkungsgrad des Motors verbessert werden. Bei Beschleunigungsvorgängen treten oft starke Überschwinger des Ladedrucks auf, die den Turbolader mechanisch sehr stark belasten. Darüberhinaus kann ein zu starkes Schließen der variablen Turbinengeometrie in der Beschleunigungsphase zu einem unerwünscht hohen Abgasgegendruck führen, wodurch Dynamik und Wirkungsgrad des Motors negativ beeinflußt werden.Increasingly high demands are being made on engines with regard to exhaust gas and consumption values. An exhaust gas turbocharger with variable turbine geometry allows adjustment to the current engine operating point by adjusting the turbine guide vanes. With this technology, a delayed response of the exhaust gas turbocharger (turbo lag) can be reduced and at the same time the efficiency of the engine can be improved. During acceleration processes, there are often strong overshoots of the boost pressure, which place a great mechanical load on the turbocharger. In addition, excessive closing of the variable turbine geometry in the acceleration phase can lead to an undesirably high exhaust gas back pressure, which has a negative effect on the dynamics and efficiency of the engine.

Der Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung zur Ladedruckregelung der eingangs genannten Art anzugeben, welche gewährleisten, daß der Ladedruck bei einem Lastwechsel dem Verlauf des gewünschten Ladedrucksollwertes möglichst schnell folgt, wobei eine Überschreitung des Ladedrucksollwertes vermieden wird, um den Abgasturbolader vor unnötig hohen Belastungen zu schützen.The invention is therefore based on the object of specifying a method and a device for boost pressure control of the type mentioned at the outset which ensure that the boost pressure follows the course of the desired boost pressure setpoint as quickly as possible when the load changes, avoiding exceeding the boost pressure setpoint by the exhaust gas turbocharger to protect against unnecessarily high loads.

Vorteile der ErfindungAdvantages of the invention

Die genannte Aufgabe wird mit den Merkmalen der Ansprüche 1 und 3 dadurch gelöst, daß in Abhängigkeit von dem im Abgaskanal vor der Turbine herrschenden Abgasgegendruck eine Stellgröße für die Turbinengeometrie ermittelt wird. Der Abgasgegendruck reagiert erheblich schneller als der Ladedruck auf ein verändertes Verhalten der Regelstrecke - z. B. Drehzahländerung, Lastwechsel, Änderung einer Abgasrückführung - oder auf Störungen z. B. im Stellsystem. Wird nun erfindungsgemäß der Abgasgegendruck zur Herleitung einer Stellgröße verwendet, so erreicht man dadurch eine sehr schnelle Reaktion der Ladedruckregelung auf eine Veränderung des vorgegebenen Soll-Ladedrucks.The stated object is achieved with the features of claims 1 and 3 in that a control variable for the turbine geometry is determined as a function of the exhaust gas back pressure prevailing in the exhaust gas duct upstream of the turbine. The exhaust gas back pressure reacts much faster than the boost pressure to a changed behavior of the controlled system - e.g. B. speed change, load change, change of exhaust gas recirculation - or for faults z. B. in the control system. If, according to the invention, the exhaust gas counterpressure is now used to derive a manipulated variable, one achieves one very quick reaction of the boost pressure control to a change in the specified target boost pressure.

Eine vorteilhafte Weiterbildung des erfindungsgemäßen Verfahrens bzw. der erfindungsgemäßen Vorrichtung geht aus den Unteransprüchen hervor. Danach wird aus der Abweichung zwischen einem Soll-Ladedruck und einem Ist-Ladedruck von einem ersten Regler ein Soll-Abgasgegendruck ermittelt, und aus der Abweichung zwischen dem Soll-Abgasgegendruck und einem gemessenen oder geschätzten Ist-Abgasgegendruck wird von einem zweiten Regler die Stellgröße für die Turbinengeometrie hergeleitet.An advantageous further development of the method according to the invention and the device according to the invention is evident from the subclaims. A target exhaust gas counterpressure is then determined from the deviation between a target boost pressure and an actual boost pressure from a first controller, and the control variable for a second controller becomes the manipulated variable for the deviation between the target exhaust gas backpressure and a measured or estimated actual exhaust pressure derived the turbine geometry.

Zeichnungdrawing

Anhand eines in der Zeichnung dargestelltenUsing one shown in the drawing

Ausführungsbeispiels wird nachfolgend die Erfindung näher erläutert. Es zeigen:The invention is explained in more detail below. Show it:

Figur 1 eine schematische Darstellung einerFigure 1 is a schematic representation of a

Brennkraftmaschine mit einem Abgasturbolader undInternal combustion engine with an exhaust gas turbocharger and

Figur 2 ein Funktionsdiagramm für die Regelung desFigure 2 is a functional diagram for the control of

Ladedrucks .Boost pressure.

Beschreibung eines AusführungsbeispielsDescription of an embodiment

In der Figur 1 ist eine Brennkraftmaschine 1 mit einem Ansaugkanal 2 und einem Abgaskanal 3 dargestellt. Im Abgaskanal 3 ist die Turbine 4 und im Ansaugkanal 2 der Verdichter 5 eines Abgasturboladers angeordnet. Desweiteren kann die Brennkraftmaschine mit einem Abgasrückführkanal 6 augestattet sein, der den Abgaskanal 3 mit dem Saugrohr 2 verbindet. Im Abgasrückführkanal 6 befindet sich ein steuerbares Ventil 7. Im Saugrohr 2 sind ein Drucksensor 8 zur Messung des Ladedrucks pld und ein Luftmassensensor 9 zur Messung der angesaugten Luftmasse Im angeordnet. Außerdem befindet sich im Saugrohr eine Drosselklappe 10. Ein Sensor 11 erfaßt die Drehzahl mmot der Brennkraftmaschine, und ein Drucksensor 12 im Abgaskanal 3 mißt den Abgasgegendruck pag vor der Turbine 4. Es ist ein Steller 13 vorhanden, der auf die Turbinengeometrie einwirkt, d. h. eine Verstellung der Turbinenleitschaufeln vornimmt. Dieser Steller 13 erhält eine Stellgröße vtg aus einem Steuergerät 14. Zur Herleitung der Stellgröße vtg für die Turbinengeometrie und einer Stellgröße arf für das Abgasrückführventil verwendet das Steuergerät 14 als Eingangsgrößen die Motordrehzahl nmot, die1 shows an internal combustion engine 1 with an intake duct 2 and an exhaust gas duct 3. The turbine 4 is arranged in the exhaust duct 3 and the compressor 5 of an exhaust gas turbocharger is arranged in the intake duct 2. Furthermore, the internal combustion engine can be equipped with an exhaust gas recirculation duct 6, which connects the exhaust gas duct 3 to the intake manifold 2. There is a controllable valve 7 in the exhaust gas recirculation duct 6. A pressure sensor 8 is in the intake manifold 2 for measuring the boost pressure pld and an air mass sensor 9 for measuring the intake air mass Im. In addition, there is a throttle valve 10 in the intake manifold. A sensor 11 detects the speed mmot of the internal combustion engine, and a pressure sensor 12 in the exhaust gas duct 3 measures the exhaust gas counterpressure pag in front of the turbine 4. There is an actuator 13 which acts on the turbine geometry, ie one Adjustment of the turbine guide vanes. This actuator 13 receives a manipulated variable vtg from a control unit 14. To derive the manipulated variable vtg for the turbine geometry and a manipulated variable arf for the exhaust gas recirculation valve, the control unit 14 uses the engine speed nmot as the input variables

Drosselklappenstellung dk, die angesaugte Luftmasse Im, den Ladedruck pld und den Abgasgegendruck pag.Throttle valve position dk, the intake air mass Im, the boost pressure pld and the exhaust gas back pressure pag.

Wie das Steuergerät 14 aus den genannten Eingangsgrößen .die Stellgröße vtg für die Turbinengeometrie herleitet, wird anhand des Funktionsdiagramms in Figur 2 näher beschrieben. Ein Prozessor PZ ermittelt aus der Motordrehzahl nmot, der Drosselklappenstellung dk, welche den Fahrerwunsch wiedergibt, und noch eventuell anderen hier nicht erwähnten Betriebsgrößen des Motors einen Soll-Ladedruck plds. Auf die Herleitung des Soll-Ladedrucks plds wird hier nicht näher eingegangen, weil sie zum Stand der Technik gehört. In einem ersten Verknüpfungspunkt VI wird die Abweichung Δpld zwischen dem Soll-Ladedruck plds und einem Ist-Ladedruck pld ermittelt. Der Abweichungwert Δpld für den Ladedruck wird einem ersten Regler Rl (z. B. PI oder PID-Regler) zugeführt. Die Ausgangsgröße des ersten Reglers Rl entspricht einem Sollwert pags des Abgasgegendrucks im Abgaskanal 3. In einem zweiten Verknüpfungspunkt V2 wird die Abweichung Δpag zwischen dem Soll-Abgasgegendruck pags und dem Ist- Abgasgegendruck pag bestimmt. Der Abweichungswert Δpag für den Abgasgegendruck wird einem zweiten Regler R2 zugeführt, der schließlich die Stellgröße vtg für die veränderbare Turbinengeometrie bildet.How the control unit 14 derives the manipulated variable vtg for the turbine geometry from the input variables mentioned is described in more detail with reference to the function diagram in FIG. A processor PZ determines a target boost pressure plds from the engine speed nmot, the throttle valve position dk, which represents the driver's request, and possibly other operating variables of the engine not mentioned here. The derivation of the target boost pressure plds is not discussed in more detail here because it is part of the prior art. In a first connection point VI, the deviation Δpld between the target boost pressure plds and an actual boost pressure pld is determined. The deviation value Δpld for the boost pressure is fed to a first controller Rl (e.g. PI or PID controller). The output variable of the first regulator R1 corresponds to a setpoint value pags of the exhaust gas back pressure in the exhaust gas channel 3. In a second connection point V2, the deviation Δpag between the target exhaust gas backpressure pags and the actual exhaust gas backpressure pag is determined. The deviation value Δpag for the exhaust gas back pressure is fed to a second controller R2, which finally forms the manipulated variable vtg for the changeable turbine geometry.

Der Ist-Ladedruck pld kann entweder mittels des Drucksensors 8 im Saugrohr 2 gemessen werden, oder es kann ein Schätzwert für den Ist-Ladedruck vom Prozessor PZ aus verschiedenen Betriebsgrößen der Brennkraftmaschine hergeleitet werden. Die strichpunktierte Linie in der Figur 2 deutet an, daß der Ist-Ladedruck pld ein vom Prozessor PZ ermittelter Schätzwert ist. Der Ist-Abgasgegendruck pag kann ein Meßwert des Drucksensors 12 im Abgaskanal 3 sein. Für den Ist- Abgasgegendruck pag kann aber auch ein vom Prozessor PZ aus Betriebsgrößen der Brennkraftmaschine hergeleiteter Schätzwert sein. Die vom Prozessor PZ zum zweiten Verzweigungspunkt V2 führende strichpunktierte Linie deutet an, daß der Ist-Abgasgegendruck pag ein vom Prozessor PZ berechneter Schätzwert ist. Auf die Berechnung der Schätzwerte für den Ist-Solladedruck pld und den Ist- Abgasgegendruck pag wird hier nicht näher eingegangen, weil hier aus dem Stand der Technik bekannte Verfahren verwendet werden können.The actual boost pressure pld can either be measured by means of the pressure sensor 8 in the intake manifold 2, or an estimate of the actual boost pressure can be derived by the processor PZ from various operating variables of the internal combustion engine. The dash-dotted line in FIG. 2 indicates that the actual boost pressure pld is an estimated value determined by the processor PZ. The actual exhaust gas back pressure pag can be a measured value of the pressure sensor 12 in the exhaust gas duct 3. For the actual exhaust gas back pressure pag can also be an estimate derived by the processor PZ from operating variables of the internal combustion engine. The dash-dotted line leading from the processor PZ to the second branch point V2 indicates that the actual exhaust gas back pressure pag is an estimated value calculated by the processor PZ. The calculation of the estimated values for the actual target charge pressure pld and the actual exhaust gas counterpressure pag is not dealt with in detail here, because methods known from the prior art can be used here.

Durch Schließen der Turbinengeometrie steigt der Abgasgegendruck pag im Abgaskanal 3 vor der Turbine 4 an und damit auch die in die Turbine 4 eingekoppelte Energie. Dadurch steigt die Laderdrehzahl und gleichzeitig auch der Ladedruck pld im Saugrohr 2. Falls eine Abgasrückführung, wie in der Figur 1 dargestellt, vorhanden ist, kann über den Abgasrückführkanal 6 durch Öffnen des Ventils 7 Abgas in das Saugrohr gelangen, wenn der Abgasgegendruck pag größer ist als der Ladedruck pld. Wird das Abgasrückführventil 7 geöffnet, so sinkt der Abgasgegendruck pag und dadurch ebenfalls der Ladedruck pld im Saugrohr 2. Die Erfindung basiert auf der Beobachtung, daß der Abgasgegendruck pag wesentlich schneller auf eine Verstellung der Turbinengeometrie reagiert als der Ladedruck pld. Der Ladedruck pld spricht erst um die Zeitkonstante des Abgasturboladers verzögert an. Daher wird die Dynamik eines Reglers für den Ladedruck wesentlich durch das Trägheitsmoment des Abgasturboladers begrenzt. Die dabei auftretende Zeitkonstante ist jedoch wesentlich größer als die Zeitkonstante einiger Störungen, die durch das zeitvariante Verhalten der Regelstrecke, durch Öffnen und Schließen des Abgasrückführventils 7 oder durch Fehler im Leitapparat der Turbine 4 auf das System wirken. Störungen des Leitapparats der Turbine, Veränderungen des Ventilhubs, des Abgasrückführventils 7 oder Veränderungen des Arbeitspunktes der Brennkraftmaschine wirken sich sehr direkt auf den Abgasgegendruck pag aus und können daher in dem unterlagerten Regelkreis mit dem Regler R2 sehr schnell ausgeglichen werden. Der überlagerte Regelkreis mit dem Regler Rl muß langsamer ausgelegt werden als der unterlagerte Regelkreis mit dem Regler R2. Da der Ladedruck pld aber ohnehin träger ist als der Abgasgegendruck pag, wird diese Bedingung automatisch erfüllt. By closing the turbine geometry, the exhaust gas back pressure pag rises in the exhaust gas duct 3 in front of the turbine 4 and thus also the energy coupled into the turbine 4. This increases the supercharger speed and, at the same time, the boost pressure pld in the intake manifold 2. If exhaust gas recirculation, as shown in FIG. 1, is present, exhaust gas can enter the intake manifold via the exhaust gas recirculation channel 6 by opening the valve 7 when the exhaust gas counterpressure pag is greater than the boost pressure pld. If the exhaust gas recirculation valve 7 is opened, the exhaust gas counterpressure pag and thus also the boost pressure pld in the intake manifold 2 decrease. The invention is based on the observation that the exhaust gas back pressure pag reacts much more quickly to an adjustment of the turbine geometry than the boost pressure pld. The boost pressure pld responds only after the time constant of the exhaust gas turbocharger. The dynamics of a regulator for boost pressure are therefore essentially limited by the moment of inertia of the exhaust gas turbocharger. However, the time constant that occurs is considerably greater than the time constant of some faults which act on the system due to the time-variant behavior of the controlled system, by opening and closing the exhaust gas recirculation valve 7 or by faults in the guide device of the turbine 4. Malfunctions of the turbine nozzle, changes in the valve lift, the exhaust gas recirculation valve 7 or changes in the operating point of the internal combustion engine have a very direct effect on the exhaust gas back pressure pag and can therefore be compensated very quickly in the lower-level control circuit with the regulator R2. The higher-level control loop with controller Rl must be designed to be slower than the lower-level control loop with controller R2. Since the boost pressure pld is slower than the exhaust back pressure pag anyway, this condition is automatically fulfilled.

Claims

Ansprüche Expectations 1. Verfahren zur Regelung des Ladedrucks einer Brennkraftmaschine mit einem Abgasturbolader, dessen im Abgaskanal (3) der Brennkraftmaschine (1) angeordnete Turbine (4) eine veränderbare Geometrie aufweist, wobei die Regelung des Ladedrucks über eine Verstellung der Turbinengeometrie erfolgt, dadurch gekennzeichnet, daß in Abhängigkeit von dem im Abgaskanal (3) vor der Turbine (4) herrschenden Abgasgegendruck (pag) eine Stellgröße (vtg) für die Turbinengeometrie ermittelt wird.1. A method for regulating the boost pressure of an internal combustion engine with an exhaust gas turbocharger, the turbine (4) of which is arranged in the exhaust gas duct (3) of the internal combustion engine (1) has a variable geometry, the boost pressure being regulated by adjusting the turbine geometry, characterized in that a manipulated variable (vtg) for the turbine geometry is determined as a function of the exhaust gas back pressure (pag) prevailing in the exhaust gas duct (3) in front of the turbine (4). 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß aus der Abweichung (Δpld) zwischen einem Soll-Ladedruck (plds) und einem Ist-Ladedruck (pld) von einem ersten2. The method according to claim 1, characterized in that from the deviation (Δpld) between a target boost pressure (plds) and an actual boost pressure (pld) from a first Regler (Rl) ein Soll-Abgasgegendruck (pags) ermittelt wird und daß aus der Abweichung (Δpag) zwischen dem Soll-Abgasgegendruck (pags) und einem gemessenen oder geschätzten Ist-Abgasgegendruck (pag) von einem zweiten Regler (R2) die Stellgröße (vdg) für die Turbinengeometrie hergeleitet wird.Regulator (Rl) a target exhaust gas back pressure (pags) is determined and that from the deviation (Δpag) between the target exhaust gas back pressure (pags) and a measured or estimated actual exhaust gas back pressure (pag) from a second controller (R2) the manipulated variable ( vdg) is derived for the turbine geometry. 3. Vorrichtung zur Regelung des Ladedrucks einer Brennkraftmaschine mit einem Abgasturbolader, dessen im Abgaskanal (3) der Brennkraftmaschine (1) angeordnete Turbine (4) eine veränderbare Geometrie aufweist, wobei die Regelung des Ladedrucks über eine Verstellung der Turbinengeometrie erfolgt, dadurch gekennzeichnet, daß ein Regler (R2) in Abhängigkeit von dem im Abgaskanal (3) vor der Turbine (4) herrschenden Abgasgegendruck (pag) eine Stellgröße (vtg) für die Turbinengeometrie bildet.3. Device for regulating the boost pressure of an internal combustion engine with an exhaust gas turbocharger, which is arranged in the exhaust gas duct (3) of the internal combustion engine (1) Turbine (4) has a changeable geometry, the charge pressure being regulated by adjusting the turbine geometry, characterized in that a regulator (R2) is dependent on the exhaust gas back pressure (pag) prevailing in the exhaust gas duct (3) in front of the turbine (4). forms a manipulated variable (vtg) for the turbine geometry. Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß ein erster Regler (Rl) aus der Abweichung (Δpld) zwischen einem Soll-Ladedruck (plds) und einem Ist- Ladedruck (pld) einen Soll-Abgasgegendruck (pags) ermittelt und daß ein zweiter Regler (R2) aus der Abweichung (Δpag) zwischen dem Soll-Abgasgegendruck (pags) und einem gemessenen oder geschätzten Ist- Abgasgegendruck (pag) die Stellgröße (vtg) für die Turbinengeometrie herleitet. Apparatus according to claim 3, characterized in that a first controller (R1) determines a target exhaust gas back pressure (pags) from the deviation (Δpld) between a target boost pressure (plds) and an actual boost pressure (pld) and that a second controller (R2) derives the manipulated variable (vtg) for the turbine geometry from the deviation (Δpag) between the target exhaust gas back pressure (pags) and a measured or estimated actual exhaust gas back pressure (pag).
PCT/DE2001/000586 2000-03-07 2001-02-16 Method and device for regulating the boost pressure of an internal combustion engine Ceased WO2001066921A1 (en)

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US10/030,304 US6662562B2 (en) 2000-03-07 2001-02-16 Method and device for regulating the boost pressure of an internal combustion engine
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US6662562B2 (en) 2003-12-16
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DE50106949D1 (en) 2005-09-08
CN1266374C (en) 2006-07-26

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